US20140114515A1 - System and method for controlling a vehicle having an electric heater - Google Patents
System and method for controlling a vehicle having an electric heater Download PDFInfo
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- US20140114515A1 US20140114515A1 US13/795,664 US201313795664A US2014114515A1 US 20140114515 A1 US20140114515 A1 US 20140114515A1 US 201313795664 A US201313795664 A US 201313795664A US 2014114515 A1 US2014114515 A1 US 2014114515A1
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- electric heater
- power consumption
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
- B60H1/2215—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters
- B60H1/2218—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters controlling the operation of electric heaters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
- B60H2001/2246—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant obtaining information from a variable, e.g. by means of a sensor
- B60H2001/2253—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant obtaining information from a variable, e.g. by means of a sensor related to an operational state of the vehicle or a vehicle component
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/40—DC to AC converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/36—Temperature of vehicle components or parts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
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- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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- B60W2556/00—Input parameters relating to data
- B60W2556/10—Historical data
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y10S903/902—Prime movers comprising electrical and internal combustion motors
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- Y10S903/93—Conjoint control of different elements
Definitions
- the present disclosure relates to a heating control strategy for a vehicle having an electric heater.
- Electrical heating systems may be utilized to supplement the heat provided by an engine and to heat the passenger compartment of a vehicle. While often used in electric vehicles powered solely by a traction battery and hybrid electric vehicles having an internal combustion engine in combination with a fraction battery, such heating systems may also be found in other applications. For example, electric heating systems may be utilized in air conditioners, dehumidifiers, dryers, portable heaters and other electrical appliances.
- An electric heater as a heat source to provide heat for electric vehicles or supplement heat from the engine in hybrid vehicles when engine waste heat is insufficient to meet a heating demand for the vehicle cabin.
- An electric heater generally contains one or more heating elements that function as electrical resistors that convert electricity to heat.
- Electric heaters may include a thermostat to regulate the heat output.
- electric heaters may include Positive Temperature Coefficient (PTC) heating elements.
- PTC heating elements are made of small ceramic stones that have an increasing electrical resistance as temperature increases to provide self-limiting temperature properties such that a thermostat is not required.
- PTC heaters have fast heating response times and the ability to automatically vary resistance and associated current/power to maintain a pre-defined temperature.
- Various commercially available component electric heaters may include some integrated diagnostic or self-test functions to determine heater operating state. However, these diagnostics may not be sufficient or suitable for some applications. In particular, integrated heater diagnostics may not provide sufficient or timely feedback to determine whether the heater is functioning as desired for a particular application. In vehicle applications, these diagnostics may take several key cycles to detect or report various operating conditions, may be unable to detect some operating anomalies, and/or may not have desired accuracy or granularity in detecting various conditions.
- a system and method for operating an electric heater to determine heater functionality based on actual heater power consumption relative to expected heater power consumption during operating conditions where electrical power consumption by other system components can be accurately estimated is disclosed.
- the system and method may also include controlling one or more components to control a second heating source based on the heater functionality.
- a hybrid vehicle includes an engine, an electric heater, a heat exchanger or heater core, a valve positioned to route coolant through at least one of the engine and the electric heater to the heater core, and a controller configured to store a diagnostic code when the electric heater is commanded on and when actual electric heater power consumption is below a corresponding threshold associated with an expected electric heater power consumption.
- measured and/or estimated electric heater power consumption is determined during vehicle operating conditions where other electrical power consuming components are off or operating in a state with known power consumption.
- Embodiments may also include starting the engine to provide heat to vehicle components and/or the vehicle cabin.
- a sensor configured to measure coolant temperature exiting the electric heater provides a corresponding signal to the controller and the controller estimates an expected electric heater power consumption based on the coolant temperature and commanded duty cycle of the electric heater.
- Embodiments according to the present disclosure may include a method for controlling a hybrid vehicle having an engine and an electric heater that includes receiving a heat request and estimating an actual energy consumption of the electric heater.
- the actual energy consumption may be based on an actual power consumption of the electric heater integrated over a predetermined interval of time, where the actual power consumption is further based on a measured vehicle power consumption adjusted for power consumed by at least one vehicle component.
- the method also includes comparing the actual energy consumption of the electric heater with a corresponding threshold and storing a diagnostic code when the actual energy consumption is below the corresponding threshold.
- the corresponding threshold may be based on an expected electric heater power consumption estimated from coolant temperature and current duty cycle, where coolant temperature may be obtained from a corresponding sensor measuring coolant temperature exiting the electric heater.
- the measured electric heater power consumption is based on power supplied from the traction battery and the at least one vehicle component may include at least a DC/DC converter, an inverter system controller and/or an electric compressor.
- a method for controlling a vehicle having an engine and an electric heater may include commanding the electric heater on and starting the engine when an actual electric heater power consumption, based on measured vehicle power consumption adjusted for power consumed by at least one vehicle component, is below a corresponding threshold.
- the actual electric heater power consumption may be averaged over a predetermined interval of time, integrated over a period of time or may be based on an instantaneous measurement of power consumption.
- the method may further include controlling a valve to selectively route coolant from the engine to a heater core to heat the vehicle when the actual electric heater power consumption is below the corresponding threshold.
- Embodiments according to the present disclosure provide various advantages. For example, control of an electric heater and/or vehicle with an electric heater according to various embodiments performs opportunistic diagnostic testing under operating conditions where operating states of other electric consumers are known to provide more accurate and timely feedback of electric heater functionality based on estimated heater power consumption relative to expected heater power consumption. Embodiments of the present disclosure provide additional diagnostic granularity to more particularly identify various operating conditions associated with heater functionality and related electrical system components to facilitate repair operations.
- FIG. 1 is a schematic of a representative embodiment illustrating operation of a heating control strategy for a hybrid vehicle according to the present disclosure
- FIG. 2 is a schematic representation of an engine coolant circuit for a vehicle according to an embodiment of the present disclosure.
- FIG. 3 is a flow chart illustrating operation of a system and/or method for operating an electric heater according to embodiments of the present disclosure.
- a heating control strategy may be implemented in vehicles, which may include vehicles having a powertrain with a single propulsion device, such as an internal combustion engine or an electric machine (motor/generator or traction motor) powered by a fraction battery, for example.
- Vehicles may also have two or more propulsion devices.
- the vehicle may have an engine and an electric motor, a fuel cell and an electric motor, or other combinations of propulsion devices as are known in the art.
- the engine may be a compression or spark ignition internal combustion engine, or an external combustion engine, and the use of various fuels is contemplated.
- the vehicle is a hybrid electric vehicle (HEV) having an internal combustion engine and a battery powered traction motor, and additionally may have the ability to connect to an external electric grid, such as in a plug-in hybrid electric vehicle (PHEV).
- HEV hybrid electric vehicle
- PHEV plug-in hybrid electric vehicle
- the PHEV structure is used in the figures and to describe the various embodiments below; however, it is contemplated that the various embodiments may be used with vehicles having other propulsion devices or combinations of propulsion devices as is known in the art.
- a plug-in Hybrid Electric Vehicle involves an extension of existing Hybrid Electric Vehicle (HEV) technology, in which an internal combustion engine is supplemented by a traction battery and at least one electric machine to further gain increased mileage and reduced vehicle emissions.
- HEV Hybrid Electric Vehicle
- a PHEV uses a larger capacity battery than a standard hybrid vehicle, and adds a capability to recharge the battery from an electric power grid, which supplies energy to an electrical outlet at a charging station. This further improves the overall vehicle system operating efficiency in an electric driving mode and in a hydrocarbon/electric blended driving mode.
- FIG. 1 illustrates an HEV 110 powertrain configuration and control system.
- a power split HEV 110 may be a parallel HEV.
- the HEV configuration as shown is for example purposes only and is not intended to be limiting as the present disclosure applies to BEVs, HEVs and PHEVs of any suitable architecture.
- this powertrain configuration there are two power sources that are connected to the driveline, which includes a combination of engine and generator subsystems using a planetary gear set 122 to connect to each other, and the electric drive system (motor, generator, and battery subsystems).
- the battery subsystem is an energy storage system for the generator and the motor. The changing generator speed will vary the engine output power split between an electrical path and a mechanical path.
- the engine 116 requires either the generator torque resulting from engine speed control or the generator brake torque to transmit its output power through both the electrical and mechanical paths (split modes) or through the all-mechanical path (parallel mode) to the drivetrain for forward motion as is generally known in the art.
- the electric motor 120 draws power from the battery 126 and provides propulsion independently of the engine 116 for forward and reverse motions.
- This operating mode is called “electric drive” or electric-only mode or EV mode.
- the operation of this power split powertrain system unlike conventional powertrain systems, integrates the two power sources to work together seamlessly to meet the driver's demand without exceeding the system's limits (such as battery limits) while optimizing the total powertrain system efficiency and performance.
- a vehicle system controller (VSC) 128 coordinates control of the powertrain in addition to implementing the vehicle heating strategy as illustrated and described in greater detail with reference to FIG. 2 .
- the VSC 128 interprets the driver's demands (e.g. PRND and acceleration or deceleration demand), and then determines the wheel torque command based on the driver demand and powertrain limits.
- the VSC 128 determines when and how much torque each power source needs to provide in order to meet the driver's torque demand and to achieve the operating point (torque and speed) of the engine.
- the battery 126 may be additionally rechargeable in a PHEV vehicle 110 configuration (shown in phantom), using a receptacle 132 which is connected to the power grid or other outside electrical power source and is coupled to battery 126 , possibly through a battery charger/converter 130 .
- the vehicle 110 may be operated in electric vehicle mode (EV mode), where the battery 126 provides all of the power to the electric motor 120 to operate the vehicle 110 .
- EV mode electric vehicle mode
- operation in EV mode may enhance the ride comfort through lower noise and better driveability, e.g., smoother electric operation, lower noise, vibration, and harshness (NVH), and faster response.
- Operation in EV mode also benefits the environment with zero emissions from the vehicle during this mode. However, operation in EV mode provides little or no waste heat that can be used to heat the passenger cabin, or to heat various other vehicle components to provide desired vehicle performance or emissions control when starting and running engine 116 , for example.
- Vehicle 110 may include a climate control system with various climate control functions coordinated by controller 128 .
- a separate climate control computer may be provided and may communicate with VSC 128 over a wired or wireless network using a standard protocol, such as the controller area network (CAN) protocol, for example.
- the VSC may include various inputs (e.g., engine coolant temperature sensor (ECTS) and heater core temperature sensors (HCTS 1 , HCTS 2 )), and outputs connected to sensors and actuators to control heating and cooling of the vehicle cabin and/or vehicle components in response to operator input and/or vehicle and ambient operating conditions.
- VSC 128 may include outputs connected to the electric water pump (EWP) 140 , the auxiliary water pump (AWP) 142 , heater core isolation valve (HCIV) 144 and the engine coolant valve (ECV) 146 .
- EWP electric water pump
- ADP auxiliary water pump
- HCIV heater core isolation valve
- ECV engine coolant valve
- a human-machine interface implemented using voice activation, touch screen, and/or knobs, sliders, and buttons, may be used to set a desired cabin temperature or operating mode that is used by VSC 128 and/or a climate control system computer to implement the vehicle heating strategy as described in greater detail herein.
- HMI human-machine interface
- FIG. 2 one embodiment for a vehicle heating strategy for heating the passenger compartment of a hybrid vehicle is shown.
- the system or method for vehicle heating illustrated in FIG. 2 provides two sources of coolant heating.
- the system may use heat from the engine 116 to heat the coolant, as in a conventional vehicle using an internal combustion engine.
- the system may also use an electric heater 224 , implemented by a positive temperature coefficient (PTC) heater in this embodiment, to heat the coolant.
- PTC positive temperature coefficient
- the system may use an HCIV 144 that selectively routes coolant from the different heat sources.
- a VSC module 128 (shown in FIG. 1 ) may control the operation of the system, or may coordinate control of the system with a climate control computer or control module as previously described. The VSC module 128 may determine the heating mode based on the heat request and the status of the various components in the heating system, and in particular, the status of electric heater 224 .
- the system may also utilize AWP 142 and EWP 140 to push coolant through the system.
- Multiple temperature sensors may be utilized to measure the temperature of coolant entering and exiting the heater core 230 .
- a first heater core temperature sensor (HCTS 1 ) 226 may be included to measure the temperature of coolant exiting the electric heater 224 and a second heater core temperature sensor (HCTS 2 ) 228 may be included to measure temperature of coolant exiting the heater core 230 .
- the system may also have a radiator 222 to dissipate heat in the coolant and a thermostat 218 to control the flow of coolant between the radiator 222 and the engine 116 .
- Coolant paths depicted include an electric-only heating loop 210 , a combined heating loop 212 , an engine radiator loop 216 and an engine bypass loop 214 .
- the electric-only heating loop 210 routes coolant through electric heater 224 , AWP 142 , HCT sensors 226 , 228 and heater core 230 .
- the electric heater 224 solely heats the coolant independent of any coolant flowing through the engine. More specifically, AWP 142 circulates coolant through heater core 230 and electric heater 224 .
- both the engine 116 and the electric heater 224 may provide heat to the coolant.
- the EWP 140 may be configured to push coolant through the engine 116 and an electric heater 224 .
- the engine coolant may flow through the HCIV 144 , the electric heater 224 , the AWP 142 and the heater core 230 .
- the AWP 142 may also be turned on to assist the flow of coolant through the system.
- the HCIV 144 may be configured to allow coolant to flow through either the electric-only heating loop 210 or the combined heating loop 212 .
- the HCIV 144 may be a three-way valve that allows one port to be alternately connected to each of the other two ports based on a commanded vehicle operating mode.
- the HCIV 144 may also be operated in such a way as to allow coolant to flow from the engine 116 to the electric heater 224 , which forms the combined heating loop 212 .
- the ECV 146 may be configured to allow coolant to flow through the engine bypass loop 214 and/or the engine radiator loop 216 .
- the engine-radiator loop 216 cools the engine.
- the engine-radiator loop 216 may consist of an EWP 140 that is capable of pushing coolant through the engine 116 and radiator 222 .
- the engine-radiator loop may also include a thermostat 218 that is capable of regulating the flow of coolant into the engine 116 based on the coolant temperature. Specifically, thermostat 218 allows coolant to flow through the engine radiator loop 216 when the coolant reaches a set-point threshold. The cooled fluid then flows back into the engine 116 and the process is repeated.
- the controller may store a corresponding diagnostic code and control HCIV 144 in response to route coolant through the combined heating loop 212 . Residual heat from engine 116 may be used to heat the coolant to a desired target temperature. Alternatively, or in combination, engine 116 may be started in response to heat the coolant to a target temperature.
- the system may determine that electric heater 224 is not functioning as expected by measuring and/or estimating power provided by battery 126 (shown in FIG. 1 ) under operating conditions where electric heater 224 is the only electrical component being used, such as at zero vehicle speed with the engine 116 off, for example.
- the battery pack power usage should closely match electric heater power usage if the electric heater is functioning properly.
- the electrical power requirement of the electric heater 224 may be measured or estimated. The method may also work when other components are using electrical power so long as a measured or estimated power requirement is available for those other components.
- FIG. 3 is a flow chart illustrating operation of a representative embodiment of a system or method for controlling an electric heater and/or vehicle having an electric heater according to the present disclosure.
- the functions represented in FIG. 3 may be performed by software and/or hardware depending on the particular application and implementation. The various functions may be performed in an order or sequence other than illustrated in FIG. 3 depending upon the particular processing strategy, such as event-driven, interrupt-driven, etc. Similarly, one or more steps or functions may be repeatedly performed, performed in parallel, and/or omitted under particular operating conditions or in particular applications, although not explicitly illustrated.
- the functions illustrated are primarily implemented by software, instructions, or code stored in a computer readable storage device and executed by one or more microprocessor-based computers or controllers to control operation of the vehicle.
- the functionality test may include a first phase 310 and a second phase 326 .
- the first phase 310 the test evaluates whether the electric heater has completed a ramp-up cycle.
- the ramp-up cycle refers to the period of time necessary for the heater to reach full power.
- the second phase 326 the test evaluates the operability of the electric heater. In particular, at block 312 , it is determined whether the electric heater has completed a ramp-up cycle. If the heater has not completed a ramp-up cycle, then an estimated or measured expected power is compared with a first calibrated power threshold 314 .
- Expected power is measured and/or estimated from the duty cycle or commanded heater power, coolant temperature and coolant flow rate. If the expected power is not greater than the first calibrated power threshold at 314 , then a first counter is cleared 316 and the test returns to the beginning of the first phase of the test at block 310 . Whereas, if the expected power is greater than the first calibrated power threshold at block 314 , the first counter is incremented 318 and the first counter is compared with a first calibrated timer value 320 associated with the period of time required for the heater to reach full power. If the first counter is not greater than the first calibrated timer, then the ramp-up cycle is not complete 324 and the test returns to block 310 . If the first counter is greater than the first calibrated timer value, then a ramp-up cycle is completed 322 and the test can move on to the second phase 326 .
- Entry conditions 332 may include the following: vehicle speed is zero, engine is not running, the temperature sensor configured to measure temperature of coolant exiting the electric heater is operational, the AWP is operational and the HCIV is operational.
- the need to operate the vehicle at zero speed can be obviated by using a current sensor on the inverter, which can measure the actual consumption of the inverter system controller.
- the power consumption of the electric heater can then be calculated by subtracting out the power consumed by the inverter and other components (such as a DC/DC converter and AC compressor) from the total power output of the vehicle battery.
- a second counter is cleared and all previously stored values of actual and expected power consumption are cleared 338 allowing the test to return to the start of the second phase 326 .
- the second counter is incremented at block 334 .
- actual and expected power consumption values are accumulated over a second calibrated timer value associated with the interval of time the second phase of the functionality test is to be run over.
- Actual power consumption of the heater may be based on a measured vehicle power consumption adjusted for power consumed by at least one vehicle component.
- power consumption may be integrated over the second calibrated timer value (energy consumption). Specifically, this may include taking battery power (voltage multiplied by current) and reducing it by the actual DC/DC converter consumption, the air conditioner consumption, inverter system controller and/or the transmission power consumption to end up with the actual power corresponding to heater power consumption.
- the second counter it is determined whether the second counter is greater than the second calibrated timer value. If the second counter is not greater, then the test returns to the start of the second phase 326 . If the second counter is greater than the second calibrated timer value at block 340 , then the actual energy consumption (actual power consumption integrated over the second calibrated timer) is compared with a threshold value at block 342 , which is the expected energy consumption (the expected power consumption integrated over the second calibrated timer) adjusted for a predetermined percentage of allowable deviation. If the actual energy consumption is below this threshold value, then a diagnostic code is stored at 344 . Whereas, if the actual energy consumption is within the allowable deviation, the heater passes the functionality test.
- the actual and expected power consumption may be averaged over the second calibrated timer value and then compared with a corresponding threshold value based on an expected power value adjusted for allowable deviation.
- the instantaneous actual and expected power consumption may also be estimated or measured and compared with a corresponding threshold value to determine electric heater functionality.
- the controller may be configured to execute other actions in response to storing of one or more diagnostic codes 344 .
- Other actions may include, but is not limited to, storing a diagnostic code and/or starting the engine to provide heat to the vehicle.
- Other actions may also include controlling the HCIV to route coolant through the combined heating loop and activating an indicator within the vehicle.
- the indicator may be a light (e.g., a wrench light), a sound or a message. The purpose of the indicator is to alert the driver of a vehicle problem.
- the controller is configured to perform the functionality test at least once per drive cycle.
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Abstract
Description
- This application claims the benefit and priority of U.S. Provisional Application Ser. No. 61/716,474 filed on Oct. 19, 2012 titled “System and Method for Controlling a Vehicle having an Electric Heater,” the disclosure of which is hereby incorporated by reference in its entirety.
- The present disclosure relates to a heating control strategy for a vehicle having an electric heater.
- Electrical heating systems may be utilized to supplement the heat provided by an engine and to heat the passenger compartment of a vehicle. While often used in electric vehicles powered solely by a traction battery and hybrid electric vehicles having an internal combustion engine in combination with a fraction battery, such heating systems may also be found in other applications. For example, electric heating systems may be utilized in air conditioners, dehumidifiers, dryers, portable heaters and other electrical appliances.
- To provide passenger comfort in vehicle applications, vehicles have the capability to heat or cool the passenger compartment. Conventional vehicles use waste heat from the engine as the sole source of heating for the passenger compartment. With the advent of Battery Electric Vehicles (BEV), there is little or no waste heat available for use in heating the vehicle cabin. As such, BEVs may use an electric heater to warm the passenger compartment. Similarly, although Hybrid Electric Vehicles (HEV) include a small internal combustion engine that may provide some waste heat for heating the vehicle cabin, these vehicles are designed to minimize the use of the engine to maximize fuel economy. As such, these vehicles pose different heating challenges because the engine may not always be running and generating waste heat for use by the heating system. Plug-in Hybrid Electric Vehicles (PHEV) compound this issue by running with the engine off for significant periods of time. To provide optimal fuel economy benefits, it is desired to heat the passenger compartment without having to rely solely on engine waste heat.
- As such, various alternatives have been developed to heat the passenger compartment of electric and hybrid electric vehicles. One such solution uses an electric heater as a heat source to provide heat for electric vehicles or supplement heat from the engine in hybrid vehicles when engine waste heat is insufficient to meet a heating demand for the vehicle cabin. An electric heater generally contains one or more heating elements that function as electrical resistors that convert electricity to heat. Electric heaters may include a thermostat to regulate the heat output. Alternatively, electric heaters may include Positive Temperature Coefficient (PTC) heating elements. PTC heating elements are made of small ceramic stones that have an increasing electrical resistance as temperature increases to provide self-limiting temperature properties such that a thermostat is not required. In addition, PTC heaters have fast heating response times and the ability to automatically vary resistance and associated current/power to maintain a pre-defined temperature.
- Various commercially available component electric heaters may include some integrated diagnostic or self-test functions to determine heater operating state. However, these diagnostics may not be sufficient or suitable for some applications. In particular, integrated heater diagnostics may not provide sufficient or timely feedback to determine whether the heater is functioning as desired for a particular application. In vehicle applications, these diagnostics may take several key cycles to detect or report various operating conditions, may be unable to detect some operating anomalies, and/or may not have desired accuracy or granularity in detecting various conditions.
- A system and method for operating an electric heater to determine heater functionality based on actual heater power consumption relative to expected heater power consumption during operating conditions where electrical power consumption by other system components can be accurately estimated is disclosed. The system and method may also include controlling one or more components to control a second heating source based on the heater functionality.
- In one embodiment, a hybrid vehicle includes an engine, an electric heater, a heat exchanger or heater core, a valve positioned to route coolant through at least one of the engine and the electric heater to the heater core, and a controller configured to store a diagnostic code when the electric heater is commanded on and when actual electric heater power consumption is below a corresponding threshold associated with an expected electric heater power consumption. In various embodiments, measured and/or estimated electric heater power consumption is determined during vehicle operating conditions where other electrical power consuming components are off or operating in a state with known power consumption. Embodiments may also include starting the engine to provide heat to vehicle components and/or the vehicle cabin. In one embodiment, a sensor configured to measure coolant temperature exiting the electric heater provides a corresponding signal to the controller and the controller estimates an expected electric heater power consumption based on the coolant temperature and commanded duty cycle of the electric heater.
- Embodiments according to the present disclosure may include a method for controlling a hybrid vehicle having an engine and an electric heater that includes receiving a heat request and estimating an actual energy consumption of the electric heater. The actual energy consumption may be based on an actual power consumption of the electric heater integrated over a predetermined interval of time, where the actual power consumption is further based on a measured vehicle power consumption adjusted for power consumed by at least one vehicle component. The method also includes comparing the actual energy consumption of the electric heater with a corresponding threshold and storing a diagnostic code when the actual energy consumption is below the corresponding threshold. The corresponding threshold may be based on an expected electric heater power consumption estimated from coolant temperature and current duty cycle, where coolant temperature may be obtained from a corresponding sensor measuring coolant temperature exiting the electric heater. Additionally, the measured electric heater power consumption is based on power supplied from the traction battery and the at least one vehicle component may include at least a DC/DC converter, an inverter system controller and/or an electric compressor.
- In various embodiments, a method for controlling a vehicle having an engine and an electric heater may include commanding the electric heater on and starting the engine when an actual electric heater power consumption, based on measured vehicle power consumption adjusted for power consumed by at least one vehicle component, is below a corresponding threshold. The actual electric heater power consumption may be averaged over a predetermined interval of time, integrated over a period of time or may be based on an instantaneous measurement of power consumption. The method may further include controlling a valve to selectively route coolant from the engine to a heater core to heat the vehicle when the actual electric heater power consumption is below the corresponding threshold.
- Embodiments according to the present disclosure provide various advantages. For example, control of an electric heater and/or vehicle with an electric heater according to various embodiments performs opportunistic diagnostic testing under operating conditions where operating states of other electric consumers are known to provide more accurate and timely feedback of electric heater functionality based on estimated heater power consumption relative to expected heater power consumption. Embodiments of the present disclosure provide additional diagnostic granularity to more particularly identify various operating conditions associated with heater functionality and related electrical system components to facilitate repair operations.
- The above advantages and other advantages and features will be readily apparent from the following detailed description of the preferred embodiments when taken in connection with the accompanying drawings.
-
FIG. 1 is a schematic of a representative embodiment illustrating operation of a heating control strategy for a hybrid vehicle according to the present disclosure; -
FIG. 2 is a schematic representation of an engine coolant circuit for a vehicle according to an embodiment of the present disclosure; and -
FIG. 3 is a flow chart illustrating operation of a system and/or method for operating an electric heater according to embodiments of the present disclosure. - As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
- Various embodiments of a heating control strategy according to the present disclosure may be implemented in vehicles, which may include vehicles having a powertrain with a single propulsion device, such as an internal combustion engine or an electric machine (motor/generator or traction motor) powered by a fraction battery, for example. Vehicles may also have two or more propulsion devices. For example, the vehicle may have an engine and an electric motor, a fuel cell and an electric motor, or other combinations of propulsion devices as are known in the art. The engine may be a compression or spark ignition internal combustion engine, or an external combustion engine, and the use of various fuels is contemplated. In one example, the vehicle is a hybrid electric vehicle (HEV) having an internal combustion engine and a battery powered traction motor, and additionally may have the ability to connect to an external electric grid, such as in a plug-in hybrid electric vehicle (PHEV). The PHEV structure is used in the figures and to describe the various embodiments below; however, it is contemplated that the various embodiments may be used with vehicles having other propulsion devices or combinations of propulsion devices as is known in the art.
- A plug-in Hybrid Electric Vehicle (PHEV) involves an extension of existing Hybrid Electric Vehicle (HEV) technology, in which an internal combustion engine is supplemented by a traction battery and at least one electric machine to further gain increased mileage and reduced vehicle emissions. A PHEV uses a larger capacity battery than a standard hybrid vehicle, and adds a capability to recharge the battery from an electric power grid, which supplies energy to an electrical outlet at a charging station. This further improves the overall vehicle system operating efficiency in an electric driving mode and in a hydrocarbon/electric blended driving mode.
-
FIG. 1 illustrates anHEV 110 powertrain configuration and control system. Apower split HEV 110 may be a parallel HEV. The HEV configuration as shown is for example purposes only and is not intended to be limiting as the present disclosure applies to BEVs, HEVs and PHEVs of any suitable architecture. In this powertrain configuration, there are two power sources that are connected to the driveline, which includes a combination of engine and generator subsystems using a planetary gear set 122 to connect to each other, and the electric drive system (motor, generator, and battery subsystems). The battery subsystem is an energy storage system for the generator and the motor. The changing generator speed will vary the engine output power split between an electrical path and a mechanical path. In avehicle 110 with a power split powertrain system, unlike conventional vehicles, theengine 116 requires either the generator torque resulting from engine speed control or the generator brake torque to transmit its output power through both the electrical and mechanical paths (split modes) or through the all-mechanical path (parallel mode) to the drivetrain for forward motion as is generally known in the art. - During operation using the second power source, the
electric motor 120 draws power from thebattery 126 and provides propulsion independently of theengine 116 for forward and reverse motions. This operating mode is called “electric drive” or electric-only mode or EV mode. The operation of this power split powertrain system, unlike conventional powertrain systems, integrates the two power sources to work together seamlessly to meet the driver's demand without exceeding the system's limits (such as battery limits) while optimizing the total powertrain system efficiency and performance. - As shown in
FIG. 1 , a vehicle system controller (VSC) 128 coordinates control of the powertrain in addition to implementing the vehicle heating strategy as illustrated and described in greater detail with reference toFIG. 2 . Under normal powertrain conditions, theVSC 128 interprets the driver's demands (e.g. PRND and acceleration or deceleration demand), and then determines the wheel torque command based on the driver demand and powertrain limits. In addition, theVSC 128 determines when and how much torque each power source needs to provide in order to meet the driver's torque demand and to achieve the operating point (torque and speed) of the engine. Thebattery 126 may be additionally rechargeable in aPHEV vehicle 110 configuration (shown in phantom), using areceptacle 132 which is connected to the power grid or other outside electrical power source and is coupled tobattery 126, possibly through a battery charger/converter 130. - The
vehicle 110 may be operated in electric vehicle mode (EV mode), where thebattery 126 provides all of the power to theelectric motor 120 to operate thevehicle 110. In addition to the benefit of saving fuel, operation in EV mode may enhance the ride comfort through lower noise and better driveability, e.g., smoother electric operation, lower noise, vibration, and harshness (NVH), and faster response. Operation in EV mode also benefits the environment with zero emissions from the vehicle during this mode. However, operation in EV mode provides little or no waste heat that can be used to heat the passenger cabin, or to heat various other vehicle components to provide desired vehicle performance or emissions control when starting and runningengine 116, for example.Vehicle 110 may include a climate control system with various climate control functions coordinated bycontroller 128. Alternatively, a separate climate control computer may be provided and may communicate withVSC 128 over a wired or wireless network using a standard protocol, such as the controller area network (CAN) protocol, for example. The VSC may include various inputs (e.g., engine coolant temperature sensor (ECTS) and heater core temperature sensors (HCTS1, HCTS2)), and outputs connected to sensors and actuators to control heating and cooling of the vehicle cabin and/or vehicle components in response to operator input and/or vehicle and ambient operating conditions. For example,VSC 128 may include outputs connected to the electric water pump (EWP) 140, the auxiliary water pump (AWP) 142, heater core isolation valve (HCIV) 144 and the engine coolant valve (ECV) 146. A human-machine interface (HMI) implemented using voice activation, touch screen, and/or knobs, sliders, and buttons, may be used to set a desired cabin temperature or operating mode that is used byVSC 128 and/or a climate control system computer to implement the vehicle heating strategy as described in greater detail herein. - Various approaches are taken to meet a vehicle heating demand, which may be based on operator input and/or ambient operating conditions as previously described. Referring to
FIG. 2 , one embodiment for a vehicle heating strategy for heating the passenger compartment of a hybrid vehicle is shown. The system or method for vehicle heating illustrated inFIG. 2 provides two sources of coolant heating. The system may use heat from theengine 116 to heat the coolant, as in a conventional vehicle using an internal combustion engine. The system may also use anelectric heater 224, implemented by a positive temperature coefficient (PTC) heater in this embodiment, to heat the coolant. Having multiple sources of heat allows flexibility during normal operating conditions and some redundancy during operating conditions where heat from one source is insufficient or unavailable. Coolant from the different heat sources flows through theheater core 230. The system may use anHCIV 144 that selectively routes coolant from the different heat sources. A VSC module 128 (shown inFIG. 1 ) may control the operation of the system, or may coordinate control of the system with a climate control computer or control module as previously described. TheVSC module 128 may determine the heating mode based on the heat request and the status of the various components in the heating system, and in particular, the status ofelectric heater 224. - Still referring to
FIG. 2 , the system may also utilizeAWP 142 andEWP 140 to push coolant through the system. Multiple temperature sensors may be utilized to measure the temperature of coolant entering and exiting theheater core 230. For example, a first heater core temperature sensor (HCTS1) 226 may be included to measure the temperature of coolant exiting theelectric heater 224 and a second heater core temperature sensor (HCTS2) 228 may be included to measure temperature of coolant exiting theheater core 230. The system may also have aradiator 222 to dissipate heat in the coolant and athermostat 218 to control the flow of coolant between theradiator 222 and theengine 116. - As shown in
FIG. 2 , multiple coolant paths are available for heating coolant. Coolant paths depicted include an electric-only heating loop 210, a combinedheating loop 212, anengine radiator loop 216 and anengine bypass loop 214. The electric-only heating loop 210 routes coolant throughelectric heater 224,AWP 142,HCT sensors heater core 230. In this heating loop, theelectric heater 224 solely heats the coolant independent of any coolant flowing through the engine. More specifically,AWP 142 circulates coolant throughheater core 230 andelectric heater 224. - In the combined
heating loop 212, both theengine 116 and theelectric heater 224 may provide heat to the coolant. TheEWP 140 may be configured to push coolant through theengine 116 and anelectric heater 224. When theengine 116 is running, heat from theengine 116 is transferred to the coolant. The engine coolant may flow through theHCIV 144, theelectric heater 224, theAWP 142 and theheater core 230. In addition, theAWP 142 may also be turned on to assist the flow of coolant through the system. - Additionally, the
HCIV 144 may be configured to allow coolant to flow through either the electric-only heating loop 210 or the combinedheating loop 212. TheHCIV 144 may be a three-way valve that allows one port to be alternately connected to each of the other two ports based on a commanded vehicle operating mode. TheHCIV 144 may also be operated in such a way as to allow coolant to flow from theengine 116 to theelectric heater 224, which forms the combinedheating loop 212. Similarly, theECV 146 may be configured to allow coolant to flow through theengine bypass loop 214 and/or theengine radiator loop 216. - The engine-
radiator loop 216 cools the engine. The engine-radiator loop 216 may consist of anEWP 140 that is capable of pushing coolant through theengine 116 andradiator 222. The engine-radiator loop may also include athermostat 218 that is capable of regulating the flow of coolant into theengine 116 based on the coolant temperature. Specifically,thermostat 218 allows coolant to flow through theengine radiator loop 216 when the coolant reaches a set-point threshold. The cooled fluid then flows back into theengine 116 and the process is repeated. - If
electric heater 224 is inoperative or otherwise unable to provide desired heat, the controller may store a corresponding diagnostic code and controlHCIV 144 in response to route coolant through the combinedheating loop 212. Residual heat fromengine 116 may be used to heat the coolant to a desired target temperature. Alternatively, or in combination,engine 116 may be started in response to heat the coolant to a target temperature. The system may determine thatelectric heater 224 is not functioning as expected by measuring and/or estimating power provided by battery 126 (shown inFIG. 1 ) under operating conditions whereelectric heater 224 is the only electrical component being used, such as at zero vehicle speed with theengine 116 off, for example. After minimizing other loads drawing battery power, the battery pack power usage should closely match electric heater power usage if the electric heater is functioning properly. The electrical power requirement of theelectric heater 224 may be measured or estimated. The method may also work when other components are using electrical power so long as a measured or estimated power requirement is available for those other components. -
FIG. 3 is a flow chart illustrating operation of a representative embodiment of a system or method for controlling an electric heater and/or vehicle having an electric heater according to the present disclosure. As those of ordinary skill in the art will understand, the functions represented inFIG. 3 may be performed by software and/or hardware depending on the particular application and implementation. The various functions may be performed in an order or sequence other than illustrated inFIG. 3 depending upon the particular processing strategy, such as event-driven, interrupt-driven, etc. Similarly, one or more steps or functions may be repeatedly performed, performed in parallel, and/or omitted under particular operating conditions or in particular applications, although not explicitly illustrated. In one embodiment, the functions illustrated are primarily implemented by software, instructions, or code stored in a computer readable storage device and executed by one or more microprocessor-based computers or controllers to control operation of the vehicle. - As illustrated in more detail in
FIG. 3 , whenever a heater is commanded on, a functionality test is run. The functionality test may include afirst phase 310 and asecond phase 326. During thefirst phase 310, the test evaluates whether the electric heater has completed a ramp-up cycle. The ramp-up cycle refers to the period of time necessary for the heater to reach full power. During thesecond phase 326, the test evaluates the operability of the electric heater. In particular, atblock 312, it is determined whether the electric heater has completed a ramp-up cycle. If the heater has not completed a ramp-up cycle, then an estimated or measured expected power is compared with a first calibratedpower threshold 314. Expected power is measured and/or estimated from the duty cycle or commanded heater power, coolant temperature and coolant flow rate. If the expected power is not greater than the first calibrated power threshold at 314, then a first counter is cleared 316 and the test returns to the beginning of the first phase of the test atblock 310. Whereas, if the expected power is greater than the first calibrated power threshold atblock 314, the first counter is incremented 318 and the first counter is compared with a first calibratedtimer value 320 associated with the period of time required for the heater to reach full power. If the first counter is not greater than the first calibrated timer, then the ramp-up cycle is not complete 324 and the test returns to block 310. If the first counter is greater than the first calibrated timer value, then a ramp-up cycle is completed 322 and the test can move on to thesecond phase 326. - During the second phase of the
test 326, it is determined whether the expected power is greater than a second calibratedpower threshold 328. If the expected power is less than the second calibrated power threshold, the functionality test is restarted and returns to the start of thefirst phase 310. If the expected power is greater than the second calibrated power threshold atblock 328, then the test evaluates whether entry conditions remain 332.Entry conditions 332 may include the following: vehicle speed is zero, engine is not running, the temperature sensor configured to measure temperature of coolant exiting the electric heater is operational, the AWP is operational and the HCIV is operational. In the alternative, the need to operate the vehicle at zero speed can be obviated by using a current sensor on the inverter, which can measure the actual consumption of the inverter system controller. The power consumption of the electric heater can then be calculated by subtracting out the power consumed by the inverter and other components (such as a DC/DC converter and AC compressor) from the total power output of the vehicle battery. - If entry conditions do not remain, then a second counter is cleared and all previously stored values of actual and expected power consumption are cleared 338 allowing the test to return to the start of the
second phase 326. In contrast, if entry conditions remain, then the second counter is incremented atblock 334. Atblock 336, actual and expected power consumption values are accumulated over a second calibrated timer value associated with the interval of time the second phase of the functionality test is to be run over. Actual power consumption of the heater may be based on a measured vehicle power consumption adjusted for power consumed by at least one vehicle component. To determine actual power consumed, power consumption may be integrated over the second calibrated timer value (energy consumption). Specifically, this may include taking battery power (voltage multiplied by current) and reducing it by the actual DC/DC converter consumption, the air conditioner consumption, inverter system controller and/or the transmission power consumption to end up with the actual power corresponding to heater power consumption. - At
block 340, it is determined whether the second counter is greater than the second calibrated timer value. If the second counter is not greater, then the test returns to the start of thesecond phase 326. If the second counter is greater than the second calibrated timer value atblock 340, then the actual energy consumption (actual power consumption integrated over the second calibrated timer) is compared with a threshold value atblock 342, which is the expected energy consumption (the expected power consumption integrated over the second calibrated timer) adjusted for a predetermined percentage of allowable deviation. If the actual energy consumption is below this threshold value, then a diagnostic code is stored at 344. Whereas, if the actual energy consumption is within the allowable deviation, the heater passes the functionality test. - Alternatively, the actual and expected power consumption may be averaged over the second calibrated timer value and then compared with a corresponding threshold value based on an expected power value adjusted for allowable deviation. The instantaneous actual and expected power consumption may also be estimated or measured and compared with a corresponding threshold value to determine electric heater functionality.
- In addition, the controller may be configured to execute other actions in response to storing of one or more
diagnostic codes 344. Other actions may include, but is not limited to, storing a diagnostic code and/or starting the engine to provide heat to the vehicle. Other actions may also include controlling the HCIV to route coolant through the combined heating loop and activating an indicator within the vehicle. The indicator may be a light (e.g., a wrench light), a sound or a message. The purpose of the indicator is to alert the driver of a vehicle problem. Whenever there is a heat request, the controller is configured to perform the functionality test at least once per drive cycle. - While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention. While various embodiments may have been described as providing advantages or being preferred over other embodiments with respect to one or more desired characteristics, as one skilled in the art is aware, one or more characteristics may be compromised to achieve desired system attributes, which depend on the specific application and implementation. These attributes include, but are not limited to: cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. The embodiments discussed herein that are described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and may be desirable for particular applications.
Claims (20)
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CN201310487798.2A CN103775221B (en) | 2012-10-19 | 2013-10-17 | System and method for controlling the vehicle with electric heater |
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US9260103B2 (en) | 2016-02-16 |
CN103775221A (en) | 2014-05-07 |
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